System and method for determining vehicle orientation in a vehicle consist

ABSTRACT

A system and method for determining an orientation of a vehicle are provided. The system and method determine (with a sensor assembly disposed onboard a first vehicle) a direction in which a fluid flows within the first vehicle. The first vehicle is included in a vehicle consist with a second vehicle. The orientation of the first vehicle relative to the second vehicle is determined based at least in part on the direction in which the fluid flows within the first vehicle. The fluid may be air in an air brake pipe of the vehicle consist.

FIELD

Embodiments of the inventive subject matter described herein relate tovehicle consists.

BACKGROUND

Some known vehicle consists include several vehicles that generatetractive effort for propelling the vehicle consists along a route. Forexample, trains may have several locomotives coupled with each otherthat propel the train along a track. The locomotives may communicatewith each other in order to coordinate the tractive efforts and/orbraking efforts provided by the locomotives. As one example, locomotivesmay be provided in a distributed power (DP) arrangement with onelocomotive designated as a lead locomotive and other locomotivesdesignated as remote locomotives. The lead locomotive may direct thetractive and braking efforts provided by the remote locomotives during atrip of the consist.

Some known consists use wireless communication between the locomotivesfor coordinating the tractive and/or braking efforts. For example, alead locomotive can issue commands to the remote locomotives. The remotelocomotives receive the commands and implement the tractive effortsand/or braking efforts directed by the commands. In order to ensure thatthe remote locomotives receive the commands, the lead locomotive mayperiodically re-communicate the commands until all of the remotelocomotives confirm receipt of the commands by communicating aconfirmation message to the lead locomotive.

In order to set up the consists to wirelessly communicate in thismanner, an operator typically travels to and boards each individualremote locomotive in turn. While onboard each remote locomotive, theoperator enters an orientation of the remote locomotive relative to thelead locomotive. This orientation is used to ensure that commandsreceived at the remote locomotive from the lead locomotive are correctlyinterpreted. For example, if the lead and remote locomotives are facingthe same (e.g., common) direction, then a command to move forward at adesignated throttle setting may be implemented by the remote locomotiverotating wheels of the remote locomotive in the same direction as thelead locomotive. But, if the lead and remote locomotives are facingopposite directions, then the command to move forward may not beimplemented by the remote locomotive moving the wheels of the remotelocomotive in the same direction as the lead locomotive. Instead, theremote locomotive may need to rotate the wheels of the remote locomotivein the opposite direction to move the consist forward.

The orientations of the remote locomotives relative to the leadlocomotives may be needed for correct operation of the consist. Usingmanual entry of the orientations, however, is time consuming and proneto human error. Entering an incorrect orientation can cause damage tothe consists, such as when the incorrect orientation of a remotelocomotive results in the lead and remote locomotives attempting to movein opposite directions. This can cause unsafe compression or stretchingof the portion of the consist between the lead and remote locomotives.

BRIEF DESCRIPTION

In one embodiment, a method (e.g., for determining an orientation of avehicle) includes determining (with a sensor assembly disposed onboard afirst vehicle) a direction in which a fluid flows within the firstvehicle that is included in a vehicle consist with a second vehicle, anddetermining an orientation of the first vehicle relative to the secondvehicle based at least in part on the direction in which the fluid flowswithin the first vehicle.

In another embodiment, a system (e.g., a monitoring system) includes asensor assembly and one or more processors. The sensor assembly isconfigured to generate an output representative of a direction in whicha fluid flows within a first vehicle that is included in a vehicleconsist with a second vehicle. The one or more processors are configuredto determine an orientation of the first vehicle relative to the secondvehicle based at least in part on the output generated by the sensorassembly.

In another embodiment, another method (e.g., for determining anorientation of a vehicle) includes identifying a direction of air flowin an air brake pipe of a vehicle consist having a first vehicle and asecond vehicle, and determining an orientation of the first vehiclerelative to the second vehicle in the vehicle consist based at least inpart on the direction of the air flow in the air brake pipe.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is now made briefly to the accompanying drawings, in which:

FIG. 1 is a schematic view of one embodiment of a vehicle consist;

FIG. 2 is a schematic view of another embodiment of the vehicle consistshown in FIG. 1;

FIG. 3 is a schematic diagram of a remote vehicle shown in FIG. 1 inaccordance with one embodiment; and

FIG. 4 illustrates a flowchart of a method for determining vehicleorientation according to one embodiment.

DETAILED DESCRIPTION

One or more embodiments of the inventive subject matter described hereinprovide methods and systems for determining orientations of vehicles ina vehicle system having two or more vehicles. The vehicle system caninclude a vehicle consist with two or more propulsion-generatingvehicles mechanically coupled with each other to travel together along aroute. At least one of the propulsion-generating vehicles can remotelycontrol operations of one or more other propulsion-generating vehiclesin the vehicle consist. For example, the vehicle consist can include arail vehicle consist having two or more locomotives mechanically coupledwith each other by one or more other locomotives, rail cars, or thelike. Optionally, other types of vehicles can be included in theconsists, such as marine vessels, off-highway vehicles other than railvehicles (e.g., mining vehicles or other vehicles that are not designedor legally permitted to travel on public roadways), or the like.

In setting up the vehicles in the vehicle consist to allow for at leastone vehicle (e.g., a lead vehicle) to remotely control operations of oneor more other vehicles in the vehicle consist (e.g., remote vehicles),the orientation of the remote vehicles relative to the lead vehicle maybe determined so that commands send from the lead vehicle to the remotevehicle are correctly implemented. For example, the orientation of aremote vehicle may be input into a control unit of the remote vehicleand/or a lead vehicle so that, when a command signal is received fromthe lead vehicle or communicated from the lead vehicle, the commandsignal is interpreted by the remote vehicle to cause the remote vehicleto act to move in the same direction as the lead vehicle. If the leadand remote vehicle are facing the same direction (e.g., facing a commondirection), then the command signal may be interpreted by the remotevehicle to cause a propulsion system of the remote vehicle to attempt tomove in the same direction as the lead vehicle. With respect to vehicleshaving wheels, this may involve the remote vehicle rotating wheels ofthe remote vehicle in the same rotational direction (e.g., clockwise orcounter-clockwise) as the lead vehicle. But, if the lead and remotevehicles are facing opposite directions, then the command signal may beinterpreted differently to cause the propulsion system of the remotevehicle to attempt to move in the same direction as the lead vehicle.With respect to vehicles having wheels, this may involve the remotevehicle rotating wheels of the remote vehicle in the opposite rotationaldirection as the lead vehicle.

In one embodiment, the vehicle consist may be a distributed power (DP)vehicle consist, with the orientations of the remote vehicles beingdesignated as “short hood forward” (e.g., the remote vehicle is facingforward along a direction of travel) or “long hood forward” (e.g., theremote vehicle is facing rearward away from the direction of travel). Inorder to properly control the direction of the remote vehicles,direction control logic may need to be configured at control units ofthe remote vehicles to represent which direction the remote vehicles arefacing relative to the lead vehicle. In one aspect, the direction of airflow in brake pipes of remote vehicles during initialization of thevehicles for DP operations may be monitored to automatically determineand set the orientation of the remote vehicles in the control unitsbased on the direction of air flow. During an initial release of an airbrake system prior to a brake pipe test (where flow of the air throughthe brake pipe extending through the vehicle consist is examined toensure that the brake pipe is continuous along the length of the vehicleconsist), the lead vehicle feeds air to the vehicle consist (and remotevehicles) via the brake pipe. The direction that the air flows along thebrake pipe and through the vehicles in the vehicle consist comes fromthe direction of the lead vehicle. The remote vehicles can have adirectional air flow sensor installed in the brake pipe to monitor thedirection of air flow in the brake pipe. When the lead vehicle initiatesthe air brake release in preparation for the brake pipe test, the remotevehicles can monitor the direction of air flow in the brake pipe. Thedirection of air flow that is detected in the brake pipe can then beused to define the direction that the remote vehicle is facing. Thisdirection may be used to automatically configure a control unit of theremote vehicle, which uses the direction to implement commands receivedfrom the lead vehicle, as described above.

FIG. 1 is a schematic view of one embodiment of a vehicle consist 100.The illustrated vehicle consist 100 includes propulsion-generatingvehicles 102, 104 and non-propulsion-generating vehicles 106 (e.g.,vehicles 106A-D) mechanically coupled with each other. Thepropulsion-generating vehicles 102, 104 are capable of self-propulsionwhile the non-propulsion-generating vehicles 106 are not capable ofself-propulsion. The propulsion-generating vehicles 102, 104 are shownas locomotives, the non-propulsion-generating vehicles 106 are shown asrail cars, and the vehicle consist 100 is shown as a train in theillustrated embodiment. Alternatively, the vehicles 102, 104 mayrepresent other vehicles, such as automobiles, marine vessels, or thelike, and the vehicle consist 100 can represent a grouping or couplingof these other vehicles. The number and arrangement of the vehicles 102,104, 106 in the vehicle consist 100 are provided as one example and arenot intended as limitations on all embodiments of the inventive subjectmatter described herein.

The vehicles 102, 104 can be arranged in a distributed power (DP)arrangement. For example, the vehicles 102, 104 can include a leadvehicle 102 that issues command messages to the other vehicles 104,which are referred to herein as remote vehicles. The designations “lead”and “remote” are not intended to denote spatial locations of thevehicles 102, 104 in the vehicle consist 100, but instead are used toindicate which vehicle 102, 104 is communicating (e.g., transmitting,broadcasting, or a combination of transmitting and broadcasting)operational command messages and which vehicles 102, 104 are beingremotely controlled using the operational command messages. For example,the lead vehicle 102 may or may not be disposed at the front end of thevehicle consist 100 (e.g., along a direction of travel of the vehicleconsist 100). Additionally, the remote vehicle 104 need not be separatedfrom the lead vehicle 102. For example, the remote vehicle 104 may bedirectly coupled with the lead vehicle 102 or may be separated from thelead vehicle 102 by one or more other remote vehicles 104 and/orvehicles 106.

The operational command messages may include directives that directoperations of the remote vehicle 104. These directives can includepropulsion commands that direct propulsion systems of the remote vehicle104 to move in a designated location, at a designated speed, and/orpower level, brake commands that direct the remote vehicles to applybrakes at a designated level, and/or other commands. The lead vehicle102 issues the command messages to coordinate the tractive effortsand/or braking efforts provided by the vehicles 102, 104 in order topropel the vehicle consist 100 along a route 108, such as a track, road,waterway, or the like.

The vehicle consist 100 includes a fluid conduit 110 extending along alength of the vehicle consist 100. In one embodiment, the fluid conduit110 extends through at least parts of the propulsion-generating vehicles102, 104. The fluid conduit 110 can continuously extend through all ofthe propulsion-generating vehicles 102, 104 in the vehicle consist 100,or through less than all of the propulsion-generating vehicles 102, 104.The fluid conduit 110 can represent a brake pipe, such as an air brakepipe, or another conduit. For example, the fluid conduit 110 can holdair that is stored in the conduit 110 to prevent brake systems(described below) of the vehicles 102, 104 from engaging when thepressure of the air in the conduit 110 is sufficiently large. But, whenthe pressure in the conduit 110 falls below a designated threshold, thebrake systems of the vehicles 102, 104 engage to slow or stop movementof the vehicle consist 100. The fluid (e.g., air or other fluid) may beadded to the conduit 110 by a fluid source 112. The fluid source 112 maybe a pump, reservoir, and/or the like, that supplies the fluid to theconduit 110. The fluid source 112 is shown as being disposed onboard thelead vehicle 102, but optionally may be disposed in another location ofthe vehicle consist 100.

During set up of the vehicles 102, 104 for operation as the vehicleconsist 100, brake systems of the vehicle consist 100 may be tested byreducing the fluid pressure in the conduit 110 to see if the brakesystems onboard the vehicles 102, 104 are engaged. The fluid source 112may then be activated to at least partially fill the conduit 110 withfluid (e.g., air). As the conduit 110 is at least partially filled withfluid, the fluid may flow from the fluid source 112 along the length ofthe conduit 110.

The flow of this fluid in the conduit 110 may be sensed by one or moresensor assemblies 114 in one or more of the remote vehicles 104. Thesensor assembly 114 can detect which direction the fluid is flowing inthe conduit 110 within the remote vehicle 104. Based on this direction,the remote vehicle 104 can determine the orientation of the remotevehicle 104. For example, in the illustrated embodiment, the sensorassembly 114 can detect that the fluid is flowing in the conduit 110 ina direction 116 that points from a front end 118 of the remote vehicle104 toward an opposite, back end 120 of the remote vehicle 104. Acontrol unit (described below) of the remote vehicle 104 can determine,based at least in part on this detected fluid flow, that the front end118 of the remote vehicle 104 is facing the lead vehicle 102 and/or thatthe back end 120 of the remote vehicle 104 is facing away from the leadvehicle 102. The control unit of the remote vehicle 104 may beprogrammed with the orientation of the lead vehicle 102 (e.g., whichdirection the front end and/or back end of the lead vehicle 102 isfacing) so that the control unit can automatically determine theorientation of the remote vehicle 104 relative to the lead vehicle 102based at least in part on the direction of fluid flow in the conduit110. In the illustrated embodiment, the control unit can determine thatthe lead vehicle 102 and the remote vehicle 104 are facing the samedirection.

FIG. 2 is a schematic view of another embodiment of the vehicle consist100. In contrast to the embodiment shown in FIG. 1, the vehicle consist100 in FIG. 2 includes the remote vehicle 104 facing in an oppositedirection (e.g., away from the lead vehicle 102). As the fluid source112 at least partially fills the conduit 110 with fluid, the fluid mayflow from the fluid source 112 along the length of the conduit 110toward the remote vehicle 104.

The flow of the fluid in the conduit 110 is sensed by the sensorassembly 114 in the remote vehicle 104. Based on this direction, theremote vehicle 104 can determine the orientation of the remote vehicle104. In the illustrated embodiment, the sensor assembly 114 can detectthat the fluid is flowing in the conduit 110 in the direction 116 thatnow points from the back end 120 of the remote vehicle 104 toward thefront end 118 of the remote vehicle 104. While the fluid may flow in thesame direction as in the embodiment shown in FIG. 1, because the remotevehicle 104 is facing an opposite direction, the sensor assembly 114 candetermine that the flow of the fluid in the conduit 110 is in anopposite direction in the remote vehicle 104 when compared to theorientation shown in FIG. 1. The control unit of the remote vehicle 104may be programmed with the orientation of the lead vehicle 102 so thatthe control unit can automatically determine that the lead vehicle 102and the remote vehicle 104 are facing opposite directions.

FIG. 3 is a schematic diagram of the remote vehicle 104 shown in FIG. 1in accordance with one embodiment. The vehicle 104 includes a monitoringsystem 300 that determines the orientation of the vehicle 104 relativeto another vehicle 102 (shown in FIG. 1) in the same vehicle consist 100(shown in FIG. 1) based at least in part on the direction of fluid flowin the fluid conduit 110 extending into and/or through the vehicle 104.The monitoring system 300 includes the sensor assembly 114 and a controlunit 302. The control unit 302 can include or represent one or morehardware circuits or circuitry that include, are connected with, or thatboth include and are connected with one or more processors, controllers,or other hardware logic-based devices. The control unit 302 can be usedto control movement of the vehicle 104, such as by receiving commandsignals from the lead vehicle 102 and determining how to control apropulsion system 304 to implement the command signals. For example, thecontrol unit 302 can receive a command signal that instructs the controlunit 302 to move the remote vehicle 104 in a first direction 306 or anopposite, second direction 308. The control unit 302 can refer to anorientation of the remote vehicle 104 that is determined based on thedirection of fluid flow in the conduit 110 (as described above) anddetermine how to control the propulsion system 304 in order to implementthe command signal (e.g., how to cause the remote vehicle 104 to move inthe direction instructed by the command signal).

The propulsion system 304 includes one or more engines, alternators,generators, batteries, transformers, motors (e.g., traction motors),gears, transmissions, axles, or the like, that work to generate movementof the vehicle 104. The propulsion system 304 is controlled by thecontrol unit 302 to move the vehicle 104. In the illustrated embodiment,the propulsion system 304 is operatively connected with wheels 310 ofthe vehicle 104 to rotate the wheels 310 and cause movement of thevehicle 104. Based on the command signal received at the remote vehicle104 and the orientation of the vehicle 104, the control unit 302 candetermine how to instruct the propulsion system 304 to move the vehicle104. For example, if the command signal instructs the vehicle 104 tomove in the direction 306, then the control unit 302 can refer to theorientation of the vehicle 104 that is determined from the fluid flow inthe conduit 110 to determine if the front end 118 is facing toward oraway from the direction 306 (and/or if the back end 120 is facing towardor away from the direction 306). In the illustrated embodiment, thecontrol unit 302 can control the propulsion system 304 to rotate thewheels 310 in a clockwise direction to move the vehicle 104 in thedirection 306. But, if the command signal instructs the vehicle 104 tomove in the direction 308, then the control unit 302 can refer to theorientation of the vehicle 104 to rotate the wheels 310 in acounter-clockwise direction to move the vehicle 104 in the direction308.

The sensor assembly 114 can represent one or more sensors that generateoutput (e.g., one or more data signals) that is communicated to thecontrol unit 302 and that represents the direction in which fluid flowsin the conduit 110. In one aspect, the sensor assembly 114 can representone or more air flow meters, mass flow meters, or the like, that aredisposed inside the conduit 110 to detect a direction of the flow of thefluid in the conduit 110. In another aspect, the sensor assembly 114 canrepresent two or more sensors that measure characteristics of the fluidflowing in the conduit 110 to determine the direction of fluid flow inthe conduit 110. For example, the sensor assembly 114 can include two ormore pressure transducers or other sensors that are sensitive topressure in the conduit 110. These transducers can be spaced apartsufficiently far that, as the fluid flows into the conduit 110, adifference in pressure exists in the conduit 110 between the locationsof the transducers. This pressure differential can be output by thesensor assembly 114 to the control unit 302, and the control unit 302can examine the pressure differential to determine which direction thefluid is flowing in the conduit 110. For example, the measured pressuremay be larger upstream of the direction of fluid flow in the conduit 110than downstream of the direction of fluid flow.

In another embodiment, the sensor assembly 114 represents one or moresensors disposed on the outside (e.g., exterior surface) of the conduit110. These sensors can monitor one or more characteristics of theconduit 110, and changes in the one or more characteristics can beexamined by the control unit 302 to determine which direction the fluidis flowing in the conduit 110. In one aspect, the one or morecharacteristics can include strain of the conduit 110. The strain of theconduit 110 can increase as the fluid is filling the conduit 110. If thestrain is larger in one section of the conduit 110 than another, thenthe location of the larger strain relative to the location of thesmaller strain (e.g., as measured by different sensors, such as straingauges) can indicate the direction in which the fluid is flowing (e.g.,flowing from the location of larger strain to the location of smallerstrain).

In another aspect, the one or more characteristics can includetemperatures of the conduit 110. The temperature of the conduit 110 canchange as the fluid is filling the conduit 110 and can be monitored bythe sensor assembly 114 (which can include thermocouples or othertemperature-sensitive devices). Changes in the temperature can becompared with directions in which the fluid is flowing in the conduit110, and these changes and corresponding fluid flow directions can bestored in the control unit 302 (or a memory that is accessible to thecontrol unit 302). The control unit 302 can monitor the temperaturechanges detected by the sensor assembly 114 and determine whichdirection the fluid is flowing in the conduit 110 from the temperaturechanges.

In another aspect, the one or more characteristics can include sounds ofthe conduit 110. The flow of fluid in the conduit 110 can generateaudible sounds that are detected by the sensor assembly 114 (which caninclude microphones or other devices that are sensitive to sound).Sounds generated by the flow of fluid in the conduit 110 can bepreviously examined, and these sounds and corresponding fluid flowdirections can be stored in the control unit 302 (or a memory that isaccessible to the control unit 302). The control unit 302 can monitorthe sounds detected by the sensor assembly 114 and determine whichdirection the fluid is flowing in the conduit 110 from the sounds.

The vehicle 104 also includes one or more input and/or output devices312 (“I/O device” in FIG. 3). The control unit 302 can receive manualinput from an operator of the vehicle 104 through the I/O device 312,which may include a touchscreen, keyboard, electronic mouse, microphone,or the like. For example, the control unit 302 can receive manuallyinput changes to the tractive effort, braking effort, speed, poweroutput, and the like, from the I/O device 312. The control unit 302 canpresent information to the operator using the I/O device 312, which caninclude a display screen (e.g., touchscreen or other screen), speakers,printer, or the like.

The control unit 302 can automatically input the orientation of thevehicle 104 relative to the lead vehicle 102 without operatorintervention in one embodiment. For example, based on the direction offluid flow in the conduit 110, the control unit 302 can determine theorientation of the vehicle 104 and use this orientation to determine howto implement command messages received from the lead vehicle 102 withoutoperator intervention. Alternatively, the control unit 302 can determinethe orientation of the vehicle 104 based on the direction of fluid flowand communicate the orientation to an onboard operator via the I/Odevice 312 and/or to an operator disposed onboard the lead vehicle 102for confirmation of the orientation by the operator.

The control unit 302 is operatively connected with a brake system 314 ofthe vehicle 104. The brake system 314 can include and/or be fluidlycoupled with the conduit 110. As described above, changes in the fluidpressure in the conduit 110 can engage or disengage the brake system314. The control unit 302 also is operatively connected with acommunication unit 316. The communication unit 316 includes orrepresents hardware and/or software that is used to communicate withother vehicles 102 in the vehicle consist 100. For example, thecommunication unit 316 may include an antenna 318, a transceiver, and/orassociated circuitry for wirelessly communicating (e.g., communicatingand/or receiving) command messages described above.

FIG. 4 illustrates a flowchart of a method 400 for determining vehicleorientation according to one embodiment. The method 400 can be performedby the monitoring system 300 shown in FIG. 3. At 402, a direction offluid flowing in the conduit 110 (shown in FIG. 1) of the vehicleconsist 100 (shown in FIG. 1) is determined. As described above, thedirection of fluid flow can be measured in a location that is onboardthe remote vehicle 104 (shown in FIG. 1). Optionally, the direction ofthe fluid flow can be determined before the vehicle consist 100 leavesto travel along the route 108 (shown in FIG. 1). For example, thedirection of the fluid flow can be determined while the vehicle consist100 is stationary. At 404, the orientation of the remote vehicle 104relative to another vehicle (e.g., the lead vehicle 102) is determinedbased at least in part on the direction of fluid flow. For example, theorientation can be determined as facing the same or opposite directionas the lead vehicle 102.

As described above, this orientation can be used to determine how toimplement command messages received by the lead vehicle 102 to preventthe remote vehicle 104 from working in an attempt to move the remotevehicle 104 in an opposite direction as the lead vehicle 102. Instead,the orientation can be used to ensure that the remote vehicle 104 worksto move the remote vehicle 104 in the same direction as the lead vehicle102. In one embodiment, the vehicles 102, 104 may be communicativelylinked with each other to allow the lead vehicle 102 to remotely controlmovement of the remote vehicle 104. The vehicles 102, 104 may becommunicatively linked with each other using the orientation that isdetermined. For example, the vehicle 104 may not accept command messagesfrom the vehicle 102 until the orientation of the vehicle 104 isdetermined.

In one embodiment, a method (e.g., for determining an orientation of avehicle) includes determining (with a sensor assembly disposed onboard afirst vehicle that is included in a vehicle consist with a secondvehicle) a direction in which a fluid flows within the first vehicle,and determining an orientation of the first vehicle relative to thesecond vehicle based at least in part on the direction in which thefluid flows within the first vehicle.

In one aspect, the fluid is in a brake system of the first vehicle.

In one aspect, determining the direction in which the fluid flows withinthe first vehicle occurs prior to the vehicle consist moving.

In one aspect, the orientation of the first vehicle represents whetherthe first vehicle and the second vehicle are facing a common directionor opposite directions.

In one aspect, the vehicle consist includes an air brake system thatextends into the first vehicle and the second vehicle. Determining thedirection in which the fluid flows can include determining the directionin which the fluid flows in the air brake system from the second vehicleto the first vehicle.

In one aspect, the method also includes communicatively linking thefirst vehicle with the second vehicle using the orientation that isdetermined so that the second vehicle can remotely control operation ofthe first vehicle.

In one aspect, determining the direction in which the fluid flowsincludes monitoring flow of the fluid using a sensor assembly that isdisposed inside a brake pipe of the first vehicle.

In one aspect, determining the direction in which the fluid flowsincludes measuring one or more characteristics of a brake pipe of thefirst vehicle in a location that is external to the brake pipe andmonitoring a change in the one or more characteristics of the brakepipe. The direction in which the fluid flows can be based at least inpart on the change in the one or more characteristics of the brake pipe.

In one aspect, the one or more characteristics include at least one ofstrain, temperature, or sound.

In another embodiment, a system (e.g., a monitoring system) includes asensor assembly and one or more processors. The sensor assembly isconfigured to generate an output representative of a direction in whicha fluid flows within a first vehicle that is included in a vehicleconsist with a second vehicle. The one or more processors are configuredto determine an orientation of the first vehicle relative to the secondvehicle based at least in part on the output generated by the sensorassembly.

In one aspect, the fluid is in a brake system of the first vehicle.

In one aspect, the one or more processors are configured to determinethe direction in which the fluid flows within the first vehicle prior tothe vehicle consist moving.

In one aspect, the one or more processors are configured to determinethe orientation of the first vehicle as an indication of whether thefirst vehicle and the second vehicle are facing a common direction oropposite directions.

In one aspect, the vehicle consist includes an air brake system thatextends into the first vehicle and the second vehicle. The one or moreprocessors can be configured to determine the direction in which thefluid flows in the air brake system from the second vehicle to the firstvehicle based on the output generated by the sensor assembly.

In one aspect, the one or more processors are configured tocommunicatively link the first vehicle with the second vehicle using theorientation that is determined so that the second vehicle can remotelycontrol operation of the first vehicle.

In one aspect, the sensor assembly is configured to be disposed inside abrake pipe of the first vehicle and to generate the output based atleast in part on the direction in which the fluid flows in the brakepipe.

In one aspect, the sensor assembly is configured to generate the outputby measuring one or more characteristics of a brake pipe of the firstvehicle in a location that is external to the brake pipe. The one ormore processors can be configured to monitor the output generated by thesensor assembly for a change in the one or more characteristics of thebrake pipe, wherein the one or more processors are configured todetermine the direction in which the fluid flows based at least in parton the change in the one or more characteristics of the brake pipe.

In one aspect, the one or more characteristics include at least one ofstrain, temperature, or sound.

In another embodiment, another method (e.g., for determining anorientation of a vehicle) includes identifying a direction of air flowin an air brake pipe of a vehicle consist having a first vehicle and asecond vehicle, and determining an orientation of the first vehiclerelative to the second vehicle in the vehicle consist based at least inpart on the direction of the air flow in the air brake pipe.

In one aspect, identifying the direction of air flow occurs onboard thefirst vehicle.

In another embodiment, a method comprises determining, with a sensorassembly disposed onboard a first vehicle that is included in a vehicleconsist with a second vehicle, a direction in which a fluid flows withinthe first vehicle. The method further comprises determining anorientation of the first vehicle relative to the second vehicle based atleast in part on the direction in which the fluid flows within the firstvehicle. The first vehicle includes a first end, a distal second end, afirst coupler located at the first end of the first vehicle andconfigured for selective coupling of the first vehicle to the secondvehicle, and a second coupler located at the second end of the firstvehicle and configured for selective coupling of the first vehicle tothe second vehicle. (Selective coupling means the first and second endsof a vehicle are configured to be coupled to either of the first andsecond ends of another vehicle.) The second vehicle includes a firstend, a distal second end, a third coupler located at the first end ofthe second vehicle and configured for selective coupling of the secondvehicle to the first vehicle, and a fourth coupler located at the secondend of the second vehicle and configured for selective coupling of thesecond vehicle to the first vehicle. The vehicle consist is operationalfor movement along a common direction of a route (e.g., along rails ifthe vehicle consist is a train or other rail vehicle consist) both whenthe first end of the second vehicle is coupled to the second end of thefirst vehicle such that the first end of the first vehicle and the firstend of the second vehicle are facing in the common direction, and whenthe second end of the second vehicle is coupled to the second end of thefirst vehicle such that the first end of the first vehicle is facing inthe common direction and the first end of the second vehicle is facingopposite the common direction. The orientation of the first vehicle thatis determined relative to the second vehicle is whether the first end ofthe first vehicle and the first end of the second vehicle are facing inthe common direction or whether the first end of the first vehicle isfacing in the common direction and the first end of the second vehicleis facing opposite the common direction. That is, in instances where theorientation is unknown (e.g., unknown to a processor-based systemconfigured to carry out the method), it is determined that the first endof the first vehicle and the first end of the second vehicle are facingin the common direction, when in actuality they are facing in the commondirection, and it is determined that the first end of the first vehicleis facing in the common direction and the first end of the secondvehicle is facing opposite the common direction, when in actuality thatis the case. The fluid may be a brake system fluid, and in embodiments,the orientation is determined when the vehicles are not moving, e.g.,are not moving yet but a control sequence has been initiated for thevehicles to commence moving at a future point in time.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to one of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. §112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable one of ordinary skillin the art to practice the embodiments of inventive subject matter,including making and using any devices or systems and performing anyincorporated methods. The patentable scope of the inventive subjectmatter is defined by the claims, and may include other examples thatoccur to one of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal languages of the claims.

The foregoing description of certain embodiments of the presentinventive subject matter will be better understood when read inconjunction with the appended drawings. To the extent that the figuresillustrate diagrams of the functional blocks of various embodiments, thefunctional blocks are not necessarily indicative of the division betweenhardware circuitry. Thus, for example, one or more of the functionalblocks (for example, processors or memories) may be implemented in asingle piece of hardware (for example, a general purpose messageprocessor, microcontroller, random access memory, hard disk, and thelike). Similarly, the programs may be standalone programs, may beincorporated as subroutines in an operating system, may be functions inan installed software package, and the like. The various embodiments arenot limited to the arrangements and instrumentality shown in thedrawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the present inventivesubject matter are not intended to be interpreted as excluding theexistence of additional embodiments that also incorporate the recitedfeatures. Moreover, unless explicitly stated to the contrary,embodiments “comprising,” “including,” or “having” an element or aplurality of elements having a particular property may includeadditional such elements not having that property.

1. A method comprising: determining, with a sensor assembly disposedonboard a first vehicle that is included in a vehicle consist with asecond vehicle, a direction in which a fluid flows within the firstvehicle; and determining an orientation of the first vehicle relative tothe second vehicle based at least in part on the direction in which thefluid flows within the first vehicle.
 2. The method of claim 1, whereinthe fluid is in a brake system of the first vehicle.
 3. The method ofclaim 1, wherein determining the direction in which the fluid flowswithin the first vehicle occurs prior to the vehicle consist moving. 4.The method of claim 1, wherein the orientation of the first vehiclerepresents whether the first vehicle and the second vehicle are facing acommon direction or opposite directions.
 5. The method of claim 1,wherein the vehicle consist includes an air brake system that extendsinto the first vehicle and the second vehicle, and determining thedirection in which the fluid flows includes determining the direction inwhich the fluid flows in the air brake system from the second vehicle tothe first vehicle.
 6. The method of claim 1, further comprisingcommunicatively linking the first vehicle with the second vehicle usingthe orientation that is determined so that the second vehicle canremotely control operation of the first vehicle.
 7. The method of claim1, wherein determining the direction in which the fluid flows includesmonitoring flow of the fluid using a sensor of the sensor assembly thatis disposed inside a brake pipe of the first vehicle.
 8. The method ofclaim 1, wherein determining the direction in which the fluid flowsincludes measuring one or more characteristics of a brake pipe of thefirst vehicle in a location that is external to the brake pipe andmonitoring a change in the one or more characteristics of the brakepipe, wherein the direction in which the fluid flows is based at leastin part on the change in the one or more characteristics of the brakepipe.
 9. The method of claim 8, wherein the one or more characteristicsinclude at least one of strain, temperature, or sound.
 10. A systemcomprising: a sensor assembly configured to generate an outputrepresentative of a direction in which a fluid flows within a firstvehicle that is included in a vehicle consist with a second vehicle; andone or more processors configured to determine an orientation of thefirst vehicle relative to the second vehicle based at least in part onthe output generated by the sensor assembly.
 11. The system of claim 10,wherein the fluid is in a brake system of the first vehicle.
 12. Thesystem of claim 10, wherein the one or more processors are configured todetermine the direction in which the fluid flows within the firstvehicle prior to the vehicle consist moving.
 13. The system of claim 10,wherein the one or more processors are configured to determine theorientation of the first vehicle as an indication of whether the firstvehicle and the second vehicle are facing a common direction or oppositedirections.
 14. The system of claim 10, wherein the vehicle consistincludes an air brake system that extends into the first vehicle and thesecond vehicle, and the one or more processors are configured todetermine the direction in which the fluid flows in the air brake systemfrom the second vehicle to the first vehicle based on the outputgenerated by the sensor assembly.
 15. The system of claim 10, whereinthe one or more processors are configured to communicatively link thefirst vehicle with the second vehicle using the orientation that isdetermined so that the second vehicle can remotely control operation ofthe first vehicle.
 16. The system of claim 10, wherein the sensorassembly is configured to be disposed inside a brake pipe of the firstvehicle and to generate the output based at least in part on thedirection in which the fluid flows in the brake pipe.
 17. The system ofclaim 10, wherein the sensor assembly is configured to generate theoutput by measuring one or more characteristics of a brake pipe of thefirst vehicle in a location that is external to the brake pipe, andwherein the one or more processors are configured to monitor the outputgenerated by the sensor assembly for a change in the one or morecharacteristics of the brake pipe, wherein the one or more processorsare configured to determine the direction in which the fluid flows basedat least in part on the change in the one or more characteristics of thebrake pipe.
 18. The system of claim 17, wherein the one or morecharacteristics include at least one of strain, temperature, or sound.19. A method comprising: identifying a direction of air flow in an airbrake pipe of a vehicle consist having a first vehicle and a secondvehicle; and determining an orientation of the first vehicle relative tothe second vehicle in the vehicle consist based at least in part on thedirection of the air flow in the air brake pipe.
 20. The method of claim19, wherein identifying the direction of air flow occurs onboard thefirst vehicle.